Cincinnati,  Cumberland  Gap  &   Charleston  H.R. 
Report  of  the  Chief  Engineer 


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dJVCIirVATL  CUMBEBIAND  GAP  &  CHARLESTOM  R  R. 


A   REPORT 


BY 


THE    CHIEF    ENGINEER 


WASHINGTON,  D.  C.  : 

CHRONICLE  PUBLISHING  COMPANY,  511  NINTH  STREET. 


Digitized  by  the  Internet  Archive 

in  2012  with  funding  from 

University  of  North  Carolina  at  Chapel  Hil 


http://www.archive.org/details/reportbychiefengOOcinc 


Cf3 


CINCINNATI, CUMBERLAND  GAP,  AND  CHABIESTON  UK. 


This  road  is  the  link  in  Tennessee  of  the  great  "  air  line  "  from  Cin- 
cinnati to  Charleston,  S.  C. 

It  extends  from  Cumberland  Gap  (the  corner  stone  of  the  States  of 
Virginia,  Kentucky,  and  Tennessee.)  to  Paint  Eock,  in  the  valley  of  the 
French  Broad,  at  the  North  Carolina  State  line,  and  lies  for  a  distance 
of  32  miles  in  the  immediate  valley  of  the  French  Broad  river.  Hence 
the  name  by  which  this  route  is  often  designated.  This  link  crosses  the 
road  from  Richmond  to  Memphis  at  a  thriving  village  in  the  centre  of 
East  Tennessee,  called  Morristown.  Morristown  by  rail  is  41  miles  east 
of  Knoxville,  51  miles  south  of  Cumberland  Gap,  and  44  miles  north  of 
Paint  Rock,  consequently  the  length  of  the  entire  road  is  95  miles. 

The  beautiful  valley  of  East  Tennessee,  embosomed  between  the 
Alleghany  and  Cumberland  mountains,  is,  doubtless,  one  of  the  most 
interesting  regions  in  the  United  States.  The  climate,  most  delight- 
ful, neither  too  hot  in  summer,  nor  too  cold  in  winter.  The  soil,  rich 
and  productive,  gives  annually  to  the  industrious  husbandman  an  ample 
reward,  and  is  most  prolific  in  its  yield  of  corn,  wheat,  rye,  oats,  hay, 
flax,  potatoes,  tobacco,  fruits,  and  vegetables.  Its  mineral  deposits  are 
known  and  believed  to  be  extensive,  and  consist  of  iron,  coal,  salt,  lead, 
copper,  zinc,  marble,  and  lime.  There  is  an  endless  amount  of  the 
finest  water  power,  quite  sufficient  to  manufacture  all  the  cotton  and 
other  products  of  the  country. 

Where  can  the  emigrant  find  a  more  inviting  field,  and  where  will 
capital  secure  a  more  profitable  investment  than  in  the  mineral  pro- 
ducts, manufacturing,  and  agricultural  resources  of  this  delightful  re- 
gion? 

This  road  is  not  a  new  enterprise.  In  1836,  extensive  scientific  sur- 
veys were  made  under  the  general  direction  of  Major  William  Gibbs 
McNeill,  of  the  United  States  army. 

He  had  twelve  brigades  of  engineers  in  the  field  for  more  than  a  year, 
and  the  able  reports  of  this  scientific  corps  show  that  at  that  day  the 
"valley  of  the  French  Broad  and  the  Butt  Mountain  Gap,  afforded  the 
only  eligible  pass  through  these  mountains  for  locomotives  without  the 
introduction  of  inclined  planes." 


4  REPORT. 

What  is  the  position  of  the  French  Broad  river,  and  why  should  it  be 
so  favorable  for  the  construction  of  a  railroad  ?  From  Butt  Mountain 
Gap  to  Leadvale,  a  point  on  this  river  twelve  miles  south  of  Morristown, 
comprising  a  distance  of  one  hundred  miles,  the  line  lies  in  the  valley 
of  the  river,  and  the  general  direction  in  this  distance  conforms  with 
remarkable  accuracy  to  the  general  direction  of  an  "  air  line  "  from 
Charleston  to  Cincinnati. 

The  bottoms  skirting  the  river  are  generally  above  high  water  mark, 
which  averages  about  ten  feet  vertical  rise  in  the  highest  freshets.  The 
bottoms  lying  as  they  do,  above  the  highest  freshet  level,  the  engineer 
is  enabled  to  lay  his  grade  plane  upon  their  immediate  surface,  conse- 
quently for  miles  the  side  ditching  is  the  principal  work  required  in  the 
preparation  of  the  roadway  for  the  reception  of  the  iron  rails. 

Occasionally  this  bottom  surface  line  is  interrupted  by  the  projection 
of  a  sharp  spur  from  the  high  range  of  hills  or  mountains  which  lie  par- 
allel and  contiguous  to  the  stream.  These  points,  however,  are  few  and 
inconsiderable,  and  will  be  easily  blasted  and  thrown  into  the  stream 
beneath,  forming,  of  their  own  material,  a  roadway  of  incalculable 
duration. 

The  average  fall  of  this  remarkable  river  is  at  the  rate  of  about  nine 
feet  per  mile,  consequently  the  grade  is  very  easy. 

Where  does  this  river  pass  through  the  Alleghany  range  of  moun- 
tains ?  At  the  Paint  Kock.  What  are  the  difficulties  encountered  here 
in  the  construction  of  a  road  ?  None  whatever.  The  river,  in  ages  gone 
by,  excavated  the  track,  and  but  little  labor  is  now  required  to  prepare 
it  for  an  iron  road — less,  perhaps,  than  would  be  necessary  in  the  sandy 
plains  on  the  Atlantic  coast. 

But  where  is  Butt  Mountain  Gap,  and  what  facilities  does  it  offer  to 
the  construction  of  a  railroad  ? 

Butt  Mountain  Gap  is  that  remarkable  pass  in  the  Blue  Ridge 
through  which  the  Greeneville  and  French  Broad  road,  in  North  Car- 
olina, will  pass,  and  which  is  approached  from  the  north  on  a  grade 
of  25  feet  per  mile,  and  from  which  the  descent  of  2  J  miles  to  Green 
River  on  the  south,  is  at  the  rate  of  63  feet  per  mile,  with  an  excava- 
tion at  the  summit  level  of  only  40  feet  in  depth. 

Let  the  frien  Js  of  the  French  Broad  road  remember  this  fact.  The 
grade  from  Green  River  to  the  summit  of  the  Blue  Ridge,  at  Butt 
Mountain  Gap,  is  only  63  feet  per  mile  for  about  2?  miles,  whilst  the 
descent  north,  in  the  direction  of  Asheville,  is  at  the  rate  of  only  25 
feet  per  mile,  with  a  cutting  or  excavation  at  the  summit  level  of  only 
40  feet  in  depth. 

No  tunnel,  and  only  an  excavation  of  40  feet  in  depth,  with  easy 


REPORT.  5 

grades,  at  the  crossing  of  the  Blue  Ridge  on  the  French  Broad  and 
Spartanburg  route,  and  almost  a  surface  line  where  it  passes  through 
the  Alleghany  range. 

From  Green  River  to  Columbus,  Polk  County,  North  Carolina,  the 
line  passes  around  the  northern  slope  of  Tryon  Mountain,  a  spur  of 
the  Blue  Ridge,  on  a  grade  of  G3  feet  per  mile.  Upon  this  part  of  the 
survey  the  most  expensive  portion  of  our  road  is  found,  as  it  will  be 
necessary  to  tunnel  four  sharp  and  very  narrow  spurs  of  the  moun- 
tain side,  with  an  aggregate  of  tunneling  not  exceeding  600  feet 
linear. 

From  Columbus  to  Spartanburg,  South  Carolina,  the  present  ter- 
minus of  the  Spartanburg  and  Union  road,  the  work  is  light,  conse* 
quently  this  portion  of  the  road  will  be  cheaply  built.  With  this  de- 
scription of  this  line  by  one  who  is  familiar  with  every  part  of  it,  what 
is  the  natural  conclusion?  If  the  facts  are  conceded,  I  will  venture  to 
give  the  answer — that  it  must  be  the  cheapest  line  that  has  ever  been 
projected  across  these  great  mountain  ranges,  and  what  is  most  re- 
markable, it  closely  approximates  the  direct  line  from  Charleston  to 
Cincinnati. 

Now,  take  a  thread  and  stretch  it  from  Charleston  to  Cumberland 
Gap  on  the  map,  and  observe  the  intermediate  points,  Columbia, 
Allston,  Union,  and  Spartanburg,  in  South  Carolina  ;  Columbus,  Butt 
Mountain  Gap,  Flat  Rock,  Henderson,  Asheville,  Marshall,  and  Paint 
Rock,  in  North  Carolina  ;  the  valley  of  the  French  Broad  to  the  mouth 
of  the  Nolichucky,  Morristown,  Bean's  Station,  Tazewell  Court  House, 
and  Cumberland  Gap,  in  Tennessee,  and  you  will  see  how  closely 
they  approach  the  direct  line.  At  Cumberland  Gap  diverge  the  thread 
slightly  to  the  right  and  you  pass  through  Paris,  Kentucky,  to  Cin- 
cinnati, over  the  shortest  line  that  can  be  built  between  these  terminal 
and  controlling  points. 

You  will  also  perceive  that  London,  the  proposed  terminus  of  the 
Lebanon  branch  of  the  Louisville  and  Nashville  road,  lies  in  close 
proximity  to  this  projected  air  line.  Indeed  it  is  so  near  that  in  the 
absence  of  a  definitive  location,  it  is  not  unreasonable  to  presume  that 
London  will  be  an  intermediate  and  the  convergent  points  of  the 
Louisville  and  Cincinnati  railroads  running  south. 

In  this  view  of  the  question,  we  cannot  but  appreciate  the  prudence, 
foresight,  and  wisdom  manifested  by  the  managers  of  the  Lebanon 
Branch.  From  Lebanon  Junction,  a  point  on  the  Louisville  and 
Nashville  road,  31  miles  south  of  Louisville,  the  Lebanon  Branch 
originates,  and  runs  in  a  direction  southeast  80  miles  to  Crab  Orchard, 
its  present  terminus.  It  is  to  be  built  in  the  same  direction  to  Lon- 
don, 33  miles  further. 


6  REPORT. 

From  London  to  Cumberland  Gap,  the  distance  is  about  50  miles. 
From  London  to  Wheeler's  Gap,  the  distance  is  about  43  miles. 

From  Lebanon  to  London  they  build  their  road  on  the  line  most 
eligible  to  reach  the  Cumberland  Gap,  knowing  that  when  the  Paris, 
Irvine  and  East  Tennessee  road  is  built  from  Paris  to  Cumberland 
Gap,  as  provided  by  charter,  most  liberal  in  its  provisions,  that  their 
road  will  have  been  completed,  and  the  much  coveted  outlet  by  the 
most  direct  line  to  the  South  Atlantic  coast  will  have  been  secured. 

Cincinnati  and  Louisville,  and  the  immensely  fertile  and  extensive 
territory  lying  just  back  of  them,  are  deeply  interested  in  the  early 
consummation  of  two  grand  systems  of  internal  improvements,  the 
success  of  which  will  greatly  augment  their  prosperity  in  the  future. 

The  one  is  the  grand  trunk,  passing  from  Cincinnati  to  Charleston 
through  Cumberland  Gap  and  the  valley  of  the  French  Broad,  and  the 
other  is  the  line  from  London  to  Knoxville,  Tennessee,  passing  through 
Wheeler's  Gap. 

The  former  would  open  up  the  markets  of  Virginia,  East  Tennessee, 
and  the  Carolinas,  including  the  Atlantic  seaports  of  Norfolk,  Beaufort, 
Wilmington,  Charleston  and  Port  Koyal,  whilst  the  other  would 
directly  penetrate  the  flourishing  States  of  Georgia  and  Alabama,  and 
afford  the  nearest  outlet  to  the  West  Indies  through  the  Gulf  ports  of 
Pensacola  and  Mobile. 

These  are  works  of  the  greatest  magnitude,  and  from  a  commercial, 
manufacturing  and  agricultural  point  of  view,  will  work  a  wonderful 
revolution  in  the  whole  country  interested,  consequently  the  greatest 
care  and  deliberation  should  precede  all  practical  operations  upon  an 
extended  scale. 

Local  influences  may  continue  their  silent  work,  but  when  States 
and  great  commercial  centres  become  interested  in  the  consummation 
of  great  schemes  of  internal  improvement,  then  all  the  lights  of  experi- 
ence and  science  should  be  invoked  to  give  proper  direction  to  their 
thorough  development.  It  is  the  province  of  wisdom  to  look,  not  alone 
to  the  present,  but  to  the  distant  future,  as  far  even  as  our  limited 
powers  of  reasoning  will  permit. 

It  is  alleged,  then,  and  is  doubtless  true,  that  the  great  commercial 
cities  of  Cincinnati  and  Louisville  are  anxiously  looking  forward  to  the 
day  when  they  shall  have  the  most  direct  outlets  to  the  nearest  South 
Atlantic  and  Gulf  ports— and  not  these  cities  only,  but  all  of  that  fine 
agricultural  country  lying  just  North  of  them.  It  becomes  obviously 
the  duty,  then,  of  all  whose  interests  are  involved  in  this  grand  scheme, 
to  cast  about  and  see  that  the  routes  selected  are  those  which  will  best 
subserve  the  greatest  number  of  interests,  can  be  most  speedily  con- 


REPORT.  7 

strueted,  and  at  the  cost  of  the  least  number  of  dollars,  everything  else 
being  equal. 

Now,  to  determine  this  with  an  ordinary  degree  of  accuracy,  a  broad 
field  must  be  examined,  and  much  information  may  be  developed, 
seemingly  foreign  to  the  vital  interests  of  the  projects  discussed,  but  a 
knowledge  of  which  is  probably  essential  in  arriving  at  a  just  con- 
clusion. 

The  Charleston  Daily  News,  of  the  19th  July,  contains  an  able  article 
on  this  subject,  over  the  signature  of  "  French  Broad." 

This  writer  says,  and  very  justly,  for  his  views  are  large  and  liberal 
and  fully  consonant  with  the  greatness  and  national  importance  of  the 
grand  scheme  he  advocates  : 

"  In  view  of  the  great  enterest  which  is  now  being  taken  in  hav- 
ing a  communication  by  railroad  between  the  Northwest  and  the 
Atlantic  seaboard,  and  on  account  of  the  urgent  claims  advanced  by 
the  friends  of  the  rival  routes,  we  would  respectfully  suggest  to  the 
friends  of  the  various  routes,  and  especially  to  the  citizens  of  Cincin- 
nati, Kentucky,  Tennessee,  and  North  and  South  Carolina,  that  a 
convention  be  called,  composed  of  delegates  from  Cincinnati  and  the 
States  named.  The  convention  to  meet  this  summer  or  fall,  at  some 
convenient  place — say  Morristown,  Knoxvilleor  Asheville — to  consider 
the  merits  of  the  various  routes  proposed,  decide  thereon,  and  see 
what  may  be  done  in  the  premises.  Let  Cincinnati  name  the  place 
and  time. 

"If  it  be  thought  expedient,  a  corps  of  engineers,  in  the  meantime, 
might  make  a  reconnoissanceof  the  different  routes,  or  an  examination 
of  the  surveys  thereof,  which  have  already  been  made,  so  as  to  report 
to  the  proposed  convention. 

"  It  is  of  the  greatest  importance  to  the  whole  country,  and  especi- 
ally to  those  who  may  be  interested  as  stockholders,  that  the  contem- 
plated railway  shall  have  the  best  possible  location,  the  most  direct- 
route,  the  cheapest  line,  and  should  pass  through  a  country  capable  of 
producing  the  greatest  amount  of  business.  Other  things  being  equal, 
any  unprejudiced  mind  would  decide  at  once  in  favor  of  such  a  propo- 
sition as  self-evident.  Directness  of  route  is  now  the  leading  idea  of 
English  railway  builders,  and  its  great  importance  is  being  recognized 
by  our  own  peoplo." 

By  all  means  let  this  proposed  convention  meet,  time  and  place  to  be 
selected  as  above  indicated,  and  let  the  merits  of  all  the  schemes  pro- 
posed be  fully  discussed,  and  if  a  satisfactory  conclusion  cannot  be 
arrived  at,  let  this  convention  appoint  a  commission  of,  say  three,  able 
and  disinterested  civil  engineers.  Let  them  make  a  reconnoissance 
of  all  the  routes  spoken  of,  as  well  as  others  which  may  suggest  them- 
selves, and  report  to  the  President  of  said  convention,  or  to  the  city 
governments  of  Cincinnati  and  Louisville.  Surveys  have  been  made 
of  all  the  routes,  much  work  has  been  done,  much  remains  to  be  done 


8  REPORT. 

on  all,  and  the  information  which  cannot  be  furnished  by  survey  can 
be  closely  arrived  at  by  actual  reconnoissance.  Then  shall  we  be  pre- 
pared to  advance,  and  that,  too,  along  the  lines,  which  are  better 
adapted  to  the  wants  of  the  whole  country,  and  which  will  most  prob- 
ably furnish  the  best  investment  for  the  means  of  the  capalists  and  the 
stockholder. 

Now,  until  this  convention  can  meet  to  consider  the  great  interests 
involved,  let  us  present  some  facts,  as  food  to  digest,  until  we  can  all 
get  together,  have  a  general  interview,  compare  notes,  correct  errors, 
allay  prejudices,  reconcile  conflicting  interests,  and  adopt  such  course 
as  may  be  best  calculated  to  promote  the  general  good,  and  secure  the 
largest  amount  of  available  aid,  with  the  fairest  prospect  of  a  profitable 
investment. 

Louisville  and  Cincinnati,  then,  desire  the  most  direct  outlet  to  the 
South  Atlantic  and  Gulf  ports. 

Let  us  compare  the  following  tables  of  distances,  which,  if  carefully 
examined,  will  throw  much  light  upon  this  subject : 

Louisville  to  Charleston,  via  Nashville,  Chattanooga,  and  Atlanta. 

Louisville  to  Nashville 191  miles. 

Nashville  to  Chattanooga 151 

Chattanooga  to  Dalton 38 

Dalton  to  Atlanta 100 

Atlanta  to  Augusta 171 

Augusta  to  Charleston 137 

Louisville  to  Charleston . 788 


Louisville  to  Savannah,  via  Nashville,  Chattanooga,  and  Atlanta, 

Louisville  to  Atlanta 480  miles. 

Atlanta  to  Macon 101 

Macon  to  Savannah 191 

Louisville  to  Savannah 772 


Louisville  to  Pensacola,  via  Nashville,  Chattanooga:,  Dalton,  and  Rome. 

Louisville  to  Chattanooga ■ 342  miles. 

Chattanooga  to  Dalton <. ......     38 

Dalton  to  Pensacola,  (from  Dalton  to  Montgomery  to  be  built)  378 

Louisville  to  Pensacola. 758 


REPORT.  9 

Louisville  to  Savannah,  via  Wheeler's  Gap  and  the  Blue  Ridge  Railroad. 

Louisville  to  Knoxville 251  miles. 

Knoxville  to  Clayton,  Ga 150 

Clayton  to  Washington 95 

Washington  to  Augusta 74 

Augusta  to  Savannah 133 

Louisville  to  Savannah,  via  Knoxville  and  the  Blue  Ridge 
Railroad 703 


Louisville  to  Charleston,  via  Wheeler' 's  Gap,  Knoxville,  and  the  Blue  Ridge 

Railroad. 

Louisville  to  Lebanon  Junction 31  miles. 

Lebanon  Junction  to  Crab  Orchard 80 

Crab  Orchard  to  London 33 

London  to  Wheeler's  Gap 43 

Wheeler's  Gap  to  Knoxville 04 

Knoxville  to  Anderson  C.  H 195 

Anderson  C.  H.  to  Columbia 127 

Columbia  to  Charleston 130 

Louisville  to  Charleston,  via  Knoxville  and  the  Blue 
Ridge  Railroad , 703 


Louisville  to  Pensacola,  via  Wheeler's  Gap,  Knoxville  and  Dalton. 

Louisville  to  Knoxville 251  miles, 

Knoxville  to  Dalton 110 

Dalton  to  Pensacola 37S 

Louisville  to  Pensacola,  via  Wheeler's  Gap  and  Knox- 
ville   739 


Louisville  to  Charleston,  via  Cumberland  Gap  and  the  Valley  of  the  French 

Broad. 

Louisville  to  London 144  miles. 

London  to  Cumberland  Gap 50 

Cumberland  Gap  to  Paint  Rock 95 

Paint  Rock  to  Asheville 43 

Asheville  to  Spartanburg 74 

Spartanburg  to  Columbia 93 

Columbia  to  Charleston.  130 

Louisville  to  Charleston,  via  Cumberland  Gap  and  the 
French  Broad , 629 


10  REPORT. 

Cincinnati  to  Pensacola,  via  Paris,  London,  Wheeler's  Gap,  Knoxville  and 

Dalton. 

Cincinnati  to  Paris 80  miles. 

Paris  to  London 70 

London  to  Wheeler's  Gap 43 

Wheeler's  Gap  to  Knoxville  64 

Knoxville  to  Dalton 110 

Dalton  to  Pensacola 378 

Cincinnati  to  Pensacola.  via  Knoxville  and  Dalton 745 


Cincinnati  to  Charleston,  via  Paris-,  London,  Wheeler's  Gap,  Knoxville,  and 
the  Blue  Ridge  Railroad. 

Cincinnati  to  Knoxville 257  miles. 

Knoxville  to  Anderson 195 

Anderson  to  Columbia 127 

Columbia  to  Charleston 130 

Cincinnati  to  Charleston,  via  Knoxville  and  the  Blue 
Ridge  Railroad 709 


Cincinnati  to  Charleston,  via  Paris,  Cumberland  Gap,  and  the  Valley  of  the 
French  Broad. 

Cincinnati  to  Paris 80  miles. 

Paris  to  Cumberland  Gap... 120 

Cumberland  Gap  to  Paint  Rock 95 

Paint  Rock  to  Spartanburg 117 

Spartanburg  to  Columbia 93 

Columbia  to  Charleston 130 

Cincinnati  to  Charleston,  via  Cumberland  Gap  and  the 
French  Broad  Railroad 635 


Knoxville  to  Charleston,  via  the  Blue  Ridge  Road. 

Knoxville  to  Anderson 195  miles. 

Anderson  to  Columbia 127 

Columbia  to  Charleston 130 

Knoxville  to  Charleston,  via  the  Blue  Ridge  Railroad ,452 


Knoxville  to  Charleston,  via  Morristown  and  the  French  Broad. 

Knoxville  to  Morristown 41  miles. 

Morristown  to  Paint  Rock 44 

Paint  Rock  to  Spartanburg 117 

Spartanburg  to  Columbia 93 

Columbia  to  Charleston 130 

Knoxville  to  Charleston,  via  Morristown  and  the  French 
Broad 425 


REPORT.  11 

What  do  we  learn  from  the  foregoing  exhibit  of  distances?  We 
learn,  first,  that  the  late  report  of  the  Charleston  committee  on  the 
subject  of  a  connection  by  rail  of  Louisville  and  Cincinnati  with  the 
South  Atlantic  seaports,  is  full  of  glaring  errors,  and,  therefore,  its 
statements  are  entitled  to  no  credit  whatever 

Secondly.  That  Louisville,  when  the  direct  line  from  Dalton, 
Ga.,  to  Montgomery,  Ala.,  is  completed,  will  be,  by  rail,  distan  from 
Pensacola,  75S  miles,  from  Savannah,  772  miles,  and  from  Charleston, 
788  miles  ;  but  by  the  completion  of  the  Lebanon  Branch,  the  Knox- 
ville  and  Kentucky,  and  the  Blue  Ridge  roads,  then  the  distances  to 
the  same  points  will  be  as  follows  :  To  Pensacola,  739  miles,  to  Sa- 
vannah, 703  miles,  and  to  Charleston,  703  miles,  showing  the  following- 
savings  in  distances,  viz  :  19  miles  to  Pensacola,  69  miles  to  Savan- 
nah, and  85  miles  to  Charleston.  Then  Savannah  and  Charleston 
will  be  equi-distant  from  Louisville,  and  only  36  miles  less  than  from 
Louisville  to  Pensacola.  The  saving  on  a  ton  of  freight,  at  3  cents 
per  ton  per  mile,  would  be,  to  Pensacola,  60  cents,  to  Savannah,  $2.10, 
and  to  Charleston,  $2.55. 

Suppose  the  traffic  reach  2,000  tons  daily,  (which  is  a  low  estimate 
compared  with  the  tonnage  of  the  Baltimore  and  Ohio  Kailroad,)  then 
the  saving  for  a  year  of  300  days  would  be,  to  Pensacola,  $360,000,  to 
Savannah,  $1,260,000,  and  to  Charleston,  $1,530,000.  This  latter  sum 
is  the  interest,  at  6  per  cent.,  on  $25,000,000.  If  the  premises  are  cor- 
rect, Louisville  and  Cincinnati,  then,  ought  to  build,  at  the  earliest 
possible  day,  the  Blue  Ridge  Railroad,  provided  they  cannot  get  a 
cheaper  and  still  shorter  line  to  the  South  Atlantic. 

Let  us  see.  We  learn  from  the  same  source  that,  from  Louisville  to 
Charleston,  via  Cumberland  Gap  and  the  valley  of  the  French  Broad, 
the  distance  is  only  629  miles — 74  miles  shorter  than  by  the  Blue 
Ridge.  The  saving  per  ton  for  74  miles,  would  be  $2.25,  Avhich,  in  the 
aggregate  for  one  year,  would  be  $1,350,000,  or  the  interest,  at  6  per 
cent.,  on  a  capital  of  $22,000,000,  one-third  of  which  sum  would  be 
ample  to  build  this  whole  road  from  Paris,  Kentucky,  to  Spartanburg, 
South  Carolina. 

It  would  appear,  then,  that  the  Cumberland  Gap  and  the  French 
Broad  Valley  afford  the  shortest  and  cheapest  line  to  the  city  of  Char- 
leston, and  it  would  not  seem  unreasonable  to  conclude  that  it  would 
be  greatly  to  the  interest  of  Louisville  and  Cincinnati  to  unite  their 
respective  roads  at  or  near  London,  and  push  boldly  forward  to  the 
Cumberland  Gap. 

There  can  be  no  doubt  but  that  Virginia,  Tennessee  and  North  and 
South  Carolina  will  meet  them  at  that  point. 


12  REPORT. 

The  Virginia  and  Kentucky  road,  from  Bristol  to  Cumberland  Gap, 
a  distance  of  95  miles,  is  already  under  way. 

The  friends  of  the  French  Broad  Road  wish  the  Virginia  and  Ken- 
tucky road  good  speed.  The  distance  from  Cumberland  Gap  to  Nor- 
folk by  this  route,  will  be  502  miles,  with  only  95  miles  of  new  road  to 
build,  whilst  the  distance  from  Cumberland  Gap  to  Charleston  is  435 
miles,  with  165  miles  to  build  and  95  miles  of  which  are  under  way 
and  mainly  provided  for. 

At  Asheville,  North  Carolina,  two  great  lines  are  thrown  off  to  the 
left — the  one  passing  centrally  through  the  State  via  Salisbury,  Greens- 
boro', Raleigh  and  Newberne,  to  Beaufort  harbor,  and  the  other  on 
the  lower  border — passing  through  Rutherfordton  and  Charlotte  to 
Wilmington,  at  the  mouth  of  the  Cape  Fear. 

The  distance  from  Asheville  to  Beaufort,  North  Carolina,  is  41G 
miles,  with  a  link  of  25  miles,  extending  from  Asheville  to  Morgan- 
town,  remaining  to  be  built. 

From  Asheville  to  Wilmington,  the  distauce  by  rail  will  be  about 
330  miles,  and  the  work  on  most  of  the  line  is  in  an  advanced  state  of 
progress. 

From  Asheville  to  Charleston  by  the  French  Broad  road,  there  are 
297  miles,  with  a  link  of  only  74  miles  from  Asheville  to  Spartan- 
burg remaining  to  be  built. 

These  great  lateral  lines  penetrating  as  they  will,  that  vast  region  of 
fine  agricultural  and  mineral  country  from  the  Chesapeake  Bay  to  the 
mouth  of  the  Savannah,  add  largely  to  the  inducements  for  adopting 
the  Cumberland  Gap  and  French  Broad  Valley  line  as  the  most  direct 
outlet  for  the  great  Northwest  to  the  South  Atlantic  seaboard. 

If  the  line  is  thrown  oft*  on  that  great  arc  of  a  circle  described  by 
the  Blue  Ridge  route,  then  it  will  pass  too  far  to  the  West — but  should 
such  a  visionary  scheme  be  carried  out,  the  same  influences  which  are 
now  at  work  will  so  continue  until  the  French  Broad  line  is  built. 

I  assert,  then,  that  in  any  event,  the  causes  now  at  work  will  so 
continue  until  this  great  national  highway  is  completed  in  all  its  parts. 
When  it  is  accomplished,  it  will  present  the  shortest  line  to  Charles- 
ton by  at  least  74  miles,  and  in  the  very  nature  of  things,  it  will  con- 
trol the  great  bulk  of  the  tonnage  moving  South. 

But  admit,  for  the  present,  that  Cincinnati  and  Louisville  desire  to 
make  Knoxville  a  point.  Suppose  they  unite  their  respective  roads  at 
London,  and  thence  proceed  through  Wheeler's  Gap  to  Knoxville. 
Why,  then,  should  they  prefer  the  Blue  Ridge  route  to  that  of  the 
French  Broad  ? 

The  Blue  Ridge  route  would  open  a  line  452  miles  long  from  Knox- 


REPORT.  13 

villr  to  ( Jharleston,  with  104  miles  of  new  road  to  build,  at  a  cost  of 
from  four  to  six  million  dollars,  old  prices,  whilst  the  French  Broad 
road  would  give  a  line  only  425  miles  long-  from  Knoxville  to  Charles- 
ton, willi  110  miles  of  new  road  to  build,  at  a  cost  of  only  $2,735,000, 
old  prices,  and  with  44  miles  of  this  distance  under  way  and  amply 
provided  for. 

Let  our  Knoxville  friends,  then,  push  forward  their  road  North  as 
rapidly  as  possible.  We  hope,  at  an  early  day,  to  give  them  an  outlet 
to  Charleston  through  the  French  Broad  Valley,  27  miles  shorter,  one 
that  is  greatly  cheaper,  and  throwing,  at  the  same  time,  this  heavy 
tonnage  over  41  miles  of  the  East  Tennessee  and  Virginia  Radroad 
from  Knoxville  to  Morristown.  In  every  aspect  of  the  case  then,  the 
French  Broad  route  has  superior  claims  to  that  of  the  Blue  Ridge. 

Now,  I  would  most  respectfully  appeal  to  the  immediate  friends  of 
the  French  Broad  route,  and  urge  the  importance  of  a  more  thorough 
organization,  perfect  concert  of  action,  and  the  manifestation  of  a 
greater  determination  to  push  forward  the  good  work.  Let  us  agitate, 
let  us  work,  let  us  all  zealously  labor  for  the  general  good,  and  the 
day  may  not  be  far  distant  when  Ave  shall  see  our  fondest  hopes 
realized.  Let  the  friends  in  each  State  organize  and  go  to  work  in 
their  respective  States.  Let  them  have  an  early  meeting  in  which  all 
the  States  interested  shall  be  represented,  and  let  them  counsel  fully 
together. 

Let  them  invite,  if  they  choose,  the  friends  of  the  different  lines  in- 
terested, say  the  Virginia  and  Kentucky,  the  Lebanon  Branch,  the 
Paris,  Irvine,  and  East  Tennessee,  the  Western  North  Carolina,  the 
Wilmington,  Charlotte  and  Rutherfordton,  the  Knoxville  and  Ken- 
tucky, and  the  Virginia  and  Tennessee  roads. 

We  would  also  suggest  that  the  President  of  the  Greenville  and  French 
Broad  Railroad  Company  fix  the  time  and  place  of  meeting. 

In  conclusion,  I  beg  leave  to  say  to  the  friends  of  this  great  enter- 
prise, that  they  should  be  up  and  doing,  or  sections  far  less  favored  by 
natural  advantages,  will  step  in  and  grasp  the  golden  prize.  They  will 
appropriate  to  themselves  what  has  been  given  you  by  nature  as  your 
own  birthright. 

Will  you  secure  it  to  yourselves  and  your  children,  or  will  you  con- 
tent yourselves  with  repose  and  give  up  this  rich  inheritance  to  your 
more  enlightened  and  energetic  neighbors  ?  If  you  would  avert  this 
latter,  dire  result,  we  would  again  admonish  you  to  be  up  and  doing. 

R.  C.  McCALLA, 

Chief  Engineer,  Cincinnati,  Cumberland  Gap  and  Charleston  Railroad. 


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